JP3633109B2 - Brake pressure control device in vehicle brake device - Google Patents

Description

式（１）において、図２１に基づいて算出した基本アシスト量ｆ（θ）と、図２２に基づいて算出したアシスト補正量ＫＤＶＳＴＲＫ×（ｄθ／ｄｔ）とを加算し、その和にゲインＣＢＳＳＴＲを乗算することによりアシスト量ＣＢＳＯＲＧが算出される。
【００８２】
そして式（２）において、前記アシスト量ＣＢＳＯＲＧに図２５に基づいて算出したアシスト補正係数ＫＣＢＡＦＤＪを乗算するとともに、その積にホールド・リリース補正量（図２３参照）を加算或いは減算し、それにデューティ率を０〜１００％にするための係数ＫＣＢＳを乗算することにより最終的なデューティ率Ｄｕｔｙが算出される。
【００８３】
次に、アンチロックブレーキ制御を行う場合について説明する。
【００８４】
図２６のグラフは、横軸に前輪スリップ率λ_Ｆ を取り、縦軸に後輪スリップ率λ_Ｒ を取った直交座標上に太い実線で示す目標スリップ率ラインＬを設定したもので、その目標スリップ率ラインＬの内側（原点側）にブレーキ増力領域Ａ_１ が設定され、外側（反原点側）にブレーキ減力領域Ａ_２ が設定される。
【００８５】
スリップ率算出手段Ｍ６は、前輪速度センサ５４で検出した前輪速度Ｖ_Ｆ 及び後輪速度センサ５５で検出した後輪速度Ｖ_Ｒ から前輪スリップ率λ_Ｆ 及び後輪スリップ率λ_Ｒ を算出するもので、それらは非駆動輪速度である前輪速度Ｖ_Ｆ から推定した推定車体速度Ｖ_Ｆ ′を用いて、例えば次のように算出される。
【００８６】
前輪スリップ率λ_Ｆ ＝（Ｖ_Ｆ ′−Ｖ_Ｆ ）／Ｖ_Ｆ ′ …（３）
後輪スリップ率λ_Ｒ ＝（Ｖ_Ｆ ′−Ｖ_Ｒ ）／Ｖ_Ｆ ′ …（４）
上式に基づいて算出した前輪スリップ率λ_Ｆ 及び後輪スリップ率λ_Ｒ が図２６の直交座標上で目標スリップ率ラインの外側のブレーキ減力領域Ａ_２ にあれば、車輪のスリップ状態が大きいとして、アクチュエータ５を作動させて前輪ブレーキＢ_Ｆ 及び後輪ブレーキＢ_Ｒ のブレーキ力を共に減少させることにより車輪のスリップ状態を目標スリップ率ラインＬ上に移動させる。また前輪スリップ率λ_Ｆ 及び後輪スリップ率λ_Ｒ が目標スリップ率ラインＬの内側のブレーキ増力領域Ａ_１ にあれば、車輪のスリップ状態が小さいとして、アクチュエータ５を作動させて前輪ブレーキＢ_Ｆ 及び後輪ブレーキＢ_Ｒ のブレーキ力を共に増加させることにより、車輪のスリップ状態を目標スリップ率ラインＬ上に移動させる。
【００８７】
具体的には、電子制御ユニット５２が電磁ブレーキ７をオン状態にするとともにモータ８を上記連動作動時とは逆方向に作動せしめる。そうすると、図１７に示すように第１遊星キャリア１９_１ 及び第２遊星キャリア１９_２ は相互に逆方向に、且つ前述した連動作動時とは逆方向に回転駆動され、第１セクタギヤ４８_１ が図１７の時計方向に、また第２セクタギヤ４８_２ が反時計方向に駆動される。このとき、第１セクタギヤ４８_１ の回転は直接第１制御軸２０_１ に伝達され、第１制御軸２０_１ を前輪Ｗ_Ｆ のブレーキ力を弱める方向に回転させるとともに、第２セクタギヤ４８_２ の回転はその長孔４８ａの端部に制御アーム５０の係止部５０ａが当接することにより第２制御軸２０_２ に伝達され、第２制御軸２０_２ を後輪Ｗ_Ｒ のブレーキ力を弱める方向に回転させる。また、電磁ブレーキ７をオン状態にしてモータ８を前述した減力の場合と逆方向に回転させると、第１制御軸２０_１ 及び第２制御軸２０_２ は前輪Ｗ_Ｆ 及び後輪Ｗ_Ｒ のブレーキ力を強める方向に回転する。
【００８８】
而して、車輪のスリップ率に応じてアクチュエータ５のオン・オフを繰り返すことにより、車輪のロックを効果的に回避するアンチロックブレーキ制御を行うことができる。
【００８９】
しかも第１、第２伝達系４_Ｆ ，４_Ｒ において、アクチュエータ５と第１、第２ブレーキレバー３_Ｆ ，３_Ｒ との間には、第１、第２ケーブルダンパ２４_１ ，２４_２ がそれぞれ介設されており、アンチロックブレーキ制御における制動力再増力時には、モータ８を非作動状態とすることによりそれらのケーブルダンパ２４_１ ，２４_２ で蓄えられた反発力を利用することが可能となり、またアンチロックブレーキ制御実行中に第１ブレーキレバー３_Ｆ あるいは第２ブレーキレバー３_Ｒ にアクチュエータ５側からの力が直接作用することを回避して、良好な操作フィーリングを得ることができる。
【００９０】
ところで、本実施例のアクチュエータ５は、マスタシリンダ２６に接続された第１セクタギヤ４８_１ の回動範囲を規制するストッパ１０ａ（図９参照）を設けたことにより、以下のような効果を得ることができる。
【００９１】
図１９において、例えば前輪Ｗ_Ｆ の速度が車体速度よりも所定値を越えて低下するとアンチロックブレーキ制御が開始され、アクチュエータ５の作動により第１セクタギヤ４８_１ の回転角がブレーキ力を抜く方向に減少し、それに伴って前輪Ｗ_Ｆ のブレーキ力も減少する。第１セクタギヤ４８_１ の回転角の減少に伴ってマスタシリンダ２６のピストン４０がピストンノッカー４３に追従して後退し、図９においてカップシール４４がリリーフポート３９ａを開放した直後、第１セクタギヤ４８_１ がストッパ１０ａに当接して回動を規制される。
【００９２】
このとき、前記ストッパ１０ａが存在しないと仮定すると、図１９に破線で示すように第１セクタギヤ４８_１ は更に回動して第１ブレーキレバー３_Ｆ のレバー反力も大きく増加し、レバーフィーリングを低下させることになる。しかも、アクチュエータ５を作動させて第１セクタギヤ４８_１ をブレーキ力が増加する方向に回動させたとき、ピストン４０のカップシール４４がリリーフポート３９ａを閉塞して圧力室４１にブレーキ圧が発生するタイミングが遅れ、応答性が低下することになる。
【００９３】
しかるに、本実施例のごとく、ピストン４０を後退させる方向への第１セクタギヤ４８_１ の回動をストッパ１０ａで規制することにより、ブレーキ力を再び増加させるべくアクチュエータ５の作動に伴って第１セクタギヤ４８_１ が駆動されたとき、ピストン４０を速やかに前進させてブレーキ圧を発生させ、応答性の低下を回避することができる。
【００９４】
ところで、目標スリップ率ラインＬは、本実施例では直交座標の第１象限に設定される右下がりのラインであり、このライン上ではλ_Ｒ ＝−ａλ_Ｆ ＋ｂ（ａ＞０，ｂ＞０）が成立する。即ち、目標スリップ率ラインＬ上では、前輪スリップ率λ_Ｆ が増加すれば後輪スリップ率λ_Ｒ が減少し、前輪スリップ率λ_Ｆ が減少すれば後輪スリップ率λ_Ｒ が増加するため、前輪Ｗ_Ｆ 及び後輪Ｗ_Ｒ のトータルのスリップ率が一定に保持される。
【００９５】
前輪スリップ率λ_Ｆ 及び後輪スリップ率λ_Ｒ が目標スリップ率ラインＬから外れているとき、それら両スリップ率λ_Ｆ ，λ_Ｒ を目標スリップ率ラインＬに直交する方向に変化させれば速やかに目標値に収束させることができる。そこで、目標スリップ率ラインＬに直交するベクトルを考え、このベクトルの傾きであるｔａｎαの値を前記前後操作量配分比Ｓλとして定義する。λ_Ｒ 算出手段Ｍ７で算出される前後操作量配分比Ｓλは、前輪スリップ率λ_Ｆ の変化量に対する後輪スリップ率λ_Ｒ の変化量の比であって、これはモータ８及び第１制御軸２０_１ 間の動力伝達系のギヤ比に対するモータ８及び第２制御軸２０_２ 間の動力伝達系のギヤ比の比により近似される。
【００９６】
而して、ＡＢＳデューティ算出手段Ｍ８は、ＡＢＳ制御時にアクチュエータ５のモータ８を駆動するデューティ率Ｄｕｔｙを、次式に基づいて算出する。
【００９７】
Ｄｕｔｙ＝Ｓλ×Ｋ_ＡＢＳ ×ｏｆｆ_ＡＢＳ …（５）
ここで、Ｋ_ＡＢＳ はゲイン定数、ｏｆｆ_ＡＢＳ はオフセット定数である。
【００９８】
このように、ＡＢＳ制御時にアクチュエータ５のモータ８を駆動するデューティ率Ｄｕｔｙを前輪スリップ率λ_Ｆ の変化量に対する後輪スリップ率λ_Ｒ の変化量の比に相当する前後操作量配分比Ｓλに基づいて決定することにより、前輪スリップ率λ_Ｆ 及び後輪スリップ率λ_Ｒ が目標スリップ率ラインＬから外れたときに、それら両スリップ率λ_Ｆ ，λ_Ｒ を速やかに目標値に収束させることが可能となる。
【００９９】
続いて、図２７に示すように、バイブレーションデューティ算出手段Ｍ９が、前記アシストデューティ算出部或いはＡＢＳデューティ算出部が出力するデューティ指令値に所定周期のパルス状デューティを重畳する。モータ８から第１、第２制御軸２０_１ ，２０_２ に至る動力伝達系、或いはマスタシリンダ２６のピストン４０及びピストンノッカー４３の当接部には摩擦力やガタが存在するため、特にデューティ指令値が緩やかに変化する場合に、第１、第２制御軸２０_１ ，２０_２ やマスタシリンダ２６のピストン４０がぎくしゃくした動きをする可能性がある。
【０１００】
しかしながら、デューティ指令値に所定周期のパルス状デューティを重畳することにより、所定時間間隔でモータ８の回転数が瞬間的に増減して各摺動部の摩擦係数を常に動摩擦係数に維持し、第１、第２制御軸２０_１ ，２０_２ やマスタシリンダ２６のピストン４０をスムーズに作動させることができる。これにより、前輪Ｗ_Ｆ 及び後輪Ｗ_Ｒ の制動力を精密に制御することが可能となる。尚、パルス状デューティは極めて短い時間だけ出力され、しかもデューティ指令値に交互に加算及び減算されるため、それが前輪Ｗ_Ｆ 及び後輪Ｗ_Ｒ の制動力の大きさに実質的な影響を及ぼすことはない。
【０１０１】
以上、本発明の実施例を詳述したが、本発明はその要旨を逸脱しない範囲で種々の設計変更を行うことが可能である。
【０１０２】
【発明の効果】
以上のように請求項１記載に記載された発明によれば、ブレーキ操作部材の操作力を、ブレーキ操作部材と機械式ブレーキ間の伝達系を介して、機械式ブレーキに機械的に伝達することができる。
また前記ブレーキ操作部材の操作に基づいてアクチュエータを作動させ、該アクチュエータにより駆動されるマスタシリンダで、前記機械式ブレーキから独立した油圧式ブレーキを作動させて、機械式ブレーキのブレーキ力を油圧式ブレーキのブレーキ力でアシスト可能とし、その場合に、操作ストローク検出手段で検出したブレーキ操作部材の操作ストロークに基いて、基本デューティ率算出手段がアクチュエータを駆動するための基本デューティ率を算出し、この基本デューティ率に基づいてオープンループ制御手段がアクチュエータをオープンループ制御するので、ブレーキ操作部材の操作ストロークに応じたブレーキ圧を発生させてリニアリティの高いブレーキフィーリングを容易に得ることができるばかりか、オープンループ制御による制御系の簡素化と検出手段数の減少とによってコストの削減に寄与することができる。
【０１０３】
また請求項２に記載された発明によれば、オープンループ制御手段の第１デューティ率補正手段が操作ストロークの時間変化率に基づいて基本デューティ率を補正するので、ブレーキ操作部材の操作速度に応じてブレーキ力の大きさを変化させ、好ましいブレーキフィーリングを得ることができる。
【０１０４】
また請求項３に記載された発明によれば、オープンループ制御手段の第２デューティ率補正手段がマスタシリンダの出力ブレーキ圧のヒステリシスを補償すべく基本デューティ率を補正するので、ブレーキ操作部材の操作ストロークの増加時と減少時との間に生じるブレーキ力の差を減少させ、一層リニアリティの高いブレーキフィーリングを得ることができる。
【０１０５】
また請求項４に記載された発明によれば、オープンループ制御手段の第３デューティ率補正手段が車両が停止する直前の低車速時に基本デューティ率を補正するので、停止直前のブレーキ力を弱めてスムーズな停止を可能にすることができる。
【０１０６】
また請求項５に記載された発明によれば、オープンループ制御手段の第４デューティ率補正手段がケーブルの緩み量に応じて基本デューティ率を補正するので、ケーブルの緩み量の増加に伴う機械式ブレーキのブレーキ力の低下に応じて油圧式ブレーキのブレーキ力を低下させることができる。これにより、ケーブルの緩み量の増加をライダーに認識させることができる。
【図面の簡単な説明】
【図１】自動二輪車の全体側面図
【図２】図１の２方向矢視図
【図３】ブレーキ装置の構成図
【図４】第１ケーブルダンパの縦断面図
【図５】第２ケーブルダンパの縦断面図
【図６】アクチュエータの右側面図（図７の６方向矢視図）
【図７】図６の７−７線断面図
【図８】アクチュエータの左側面図（図７の８方向矢視図）
【図９】図７の９−９線断面図
【図１０】図７の１０−１０線断面図
【図１１】図６の１１−１１線断面図
【図１２】図６の１２−１２線断面図
【図１３】図８の１３−１３線断面図
【図１４】図８の１４−１４線断面図
【図１５】ブレーキの制御系のブロック図
【図１６】連動ブレーキの作用説明図
【図１７】アンチロックブレーキの作用説明図
【図１８】連動ブレーキの作用を説明するグラフ
【図１９】アンチロックブレーキの作用を説明するタイムチャート
【図２０】連動ブレーキの作用を説明するタイムチャート
【図２１】基本アシスト量算出手段の作用を説明するグラフ
【図２２】入力速度補正手段の作用を説明するグラフ
【図２３】ホールド・リリース補正手段の作用を説明するグラフ
【図２４】車速補正手段の作用を説明するグラフ
【図２５】アジャスト補正手段の作用を説明するグラフ
【図２６】目標スリップ率ラインを示す図
【図２７】パルス状デューティを重畳したデューティ指令値を示す図
【符号の説明】
３_Ｒ 第２ブレーキレバー（ブレーキ操作部材）
５ アクチュエータ
２５_２ 第２プッシュ・プルケーブル（ケーブル）
２６ マスタシリンダ
４５ 第３プッシュ・プルケーブル（ケーブル）
５１ 角度センサ（操作ストローク検出手段）
５２ 電子制御ユニット（オープンループ制御手段）
Ｂ_Ｆ 前輪ブレーキ（油圧式ブレーキ）
Ｂ_Ｒ 後輪ブレーキ（機械式ブレーキ）
Ｍ１ 基本アシスト量算出手段（基本デューティ率算出手段）
Ｍ２ 入力速度補正手段（第１デューティ率補正手段）
Ｍ３ ホールド・リリース補正手段（第２デューティ率補正手段）
Ｍ４ 車速補正手段（第３デューティ率補正手段）
Ｍ５ アジャスト補正手段（第４デューティ率補正手段）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a brake pressure control device in a vehicle brake device that operates an actuator based on an operation of a brake operation member and operates a hydraulic brake with a master cylinder driven by the actuator.
[0002]
[Prior art]
Among such vehicle brake devices, those that control the brake pressure based on the operation load and operation stroke of a brake operation member are known, for example, from Japanese Patent Laid-Open Nos. 2-279450 and 2-262456.
[0003]
[Problems to be solved by the invention]
By the way, in the former, the hydraulic control means is interposed between the master cylinder and the wheel brake, and the control spool position of the hydraulic control means is controlled based on the operation load of the brake operation member, thereby increasing the brake pressure. It is changing. In the latter case, the brake pressure is controlled by controlling a plurality of hydraulic control valves interposed between the master cylinder and the wheel brake based on the deviation between the operation stroke of the brake operation member and the deceleration of the vehicle. The size is changed.
[0004]
However, these require a large number of sensors and a complicated control device to control the brake pressure. For example, a brake device such as a scooter type motorcycle may be used in terms of size and cost. Have difficulty.
[0005]
The present invention has been made in view of such circumstances, and provides a brake pressure control device that is simple in structure, low in cost, and capable of obtaining a brake pressure with high linearity with respect to the operation stroke of the brake operation member. The purpose is to do.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, the invention described in claim 1Connecting the brake operating member and the mechanical brake via a transmission system capable of mechanically transmitting the operating force of the brake operating member to the mechanical brake;Actuate an actuator based on the operation of the brake operation member, and use a master cylinder driven by the actuator.Independent of the mechanical brakeBrake device for a vehicle that operates a hydraulic brakeAnd saidAn operation stroke detection means for detecting an operation stroke of the brake operation member, and an output of the operation stroke detection means;SaidA basic duty ratio calculating means for calculating a basic duty ratio for driving the actuator, based on an output of the basic duty ratio calculating means;TheOpen loop control means for open loop control of the actuator;ThePreparationThe brake force of the mechanical brake can be assisted by the brake force of the hydraulic brake when the brake operation member is operated.It is characterized by that.
[0007]
According to a second aspect of the present invention, in addition to the configuration of the first aspect, the open loop control means is a first duty ratio correction means for correcting the basic duty ratio based on a time change rate of the operation stroke. It is characterized by having.
[0008]
According to a third aspect of the present invention, in addition to the configuration of the first aspect, the open loop control means is configured to reduce hysteresis of the output brake pressure of the master cylinder that occurs between the increase and decrease of the operation stroke. In order to compensate, there is provided a second duty factor correcting means for correcting the basic duty factor.
[0009]
According to a fourth aspect of the present invention, in addition to the configuration of the first aspect, the open loop control means includes third duty ratio correction means for correcting the basic duty ratio at a low vehicle speed immediately before the vehicle stops. It is characterized by having.
[0010]
According to a fifth aspect of the present invention, in addition to the configuration of the first aspect, the brake operating member is connected to the actuator and the mechanical brake via a cable, and the open loop control means is configured to loosen the cable. And a fourth duty factor correcting means for correcting the basic duty factor according to the above.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.
[0012]
1 to 27 show an embodiment of the present invention. FIG. 1 is an overall side view of a motorcycle, FIG. 2 is a view taken in the direction of the arrow 2 in FIG. 1, and FIG. 4 is a longitudinal sectional view of the first cable damper, FIG. 5 is a longitudinal sectional view of the second cable damper, FIG. 6 is a right side view of the actuator (a view taken in the direction of the arrow 6 in FIG. 7), and FIG. 7 is a left side view of the actuator (a view taken in the direction of arrow 8 in FIG. 7), FIG. 9 is a sectional view taken along line 9-9 in FIG. 7, and FIG. 10 is a sectional view taken along line 10-10 in FIG. 11 is a sectional view taken along line 11-11 of FIG. 6, FIG. 12 is a sectional view taken along line 12-12 of FIG. 6, FIG. 13 is a sectional view taken along line 13-13 of FIG. FIG. 15 is a block diagram of the brake control system, FIG. 16 is a diagram for explaining the operation of the interlock brake, FIG. 17 is a diagram for explaining the action of the antilock brake, and FIG. FIG. 19 is a time chart for explaining the action of the antilock brake, FIG. 20 is a time chart for explaining the action of the interlock brake, and FIG. 21 is a graph for explaining the action of the basic assist amount calculating means. 22 is a graph for explaining the operation of the input speed correction means, FIG. 23 is a graph for explaining the action of the hold / release correction means, FIG. 24 is a graph for explaining the action of the vehicle speed correction means, and FIG. FIG. 26 is a diagram illustrating a target slip ratio line, and FIG. 27 is a diagram illustrating a duty command value on which a pulse-like duty is superimposed.
[0013]
As shown in FIGS. 1 to 3, a front wheel W of a scooter type motorcycle V having a swing type power unit P._FThe front wheel brake B is a disc brake that operates according to the action of hydraulic pressure._FIs installed as a hydraulic wheel brake and the rear wheel W_RIncludes a conventionally known mechanical rear wheel brake B that exhibits a braking force in accordance with the amount of operation of the operating lever 1._RIs installed as a mechanical wheel brake. There are also grips 2 on the left and right ends of the steering handle._F, 2_RIs provided at the right end of the steering handle._F1st brake lever 3 as the 1st brake operation member which can be operated with the right hand which grasped_FIs supported on the left end of the steering handle._R2nd brake lever 3 as a 2nd brake operation member which can be operated with the left hand which grasped_RIs supported.
[0014]
1st brake lever 3_FAnd front wheel brake B_FIs the first brake lever 3_FFront wheel brake B_R1st transmission system 4 that can be transmitted to_FConnected to the second brake lever 3_RAnd rear wheel brake B_RThe actuating lever 1 of the second brake lever 3_ROperating force of rear wheel brake B_RSecond transmission system 4 that can be mechanically transmitted to_RIt is connected via. Moreover, both transmission systems 4_F, 4_RThe intermediate part of the front wheel brake B is connected to the actuator 5, and the front wheel brake B is actuated by the operation of the actuator 5._FAnd rear wheel brake B_RThe braking force can be adjusted.
[0015]
1st brake lever 3_FFirst pull / pull cable 25 for connecting the actuator 5 and the actuator 5₁In the first cable damper 24₁Is installed, the second brake lever 3_RSecond push / pull cable 25 connecting the actuator 5 to the actuator₂In the second cable damper 24₂Is installed. These cable dampers 24₁, 24₂Are arranged on the right side and the left side of the down tube of the body frame. Also, the right first cable damper 24₁A battery 53 is disposed above the second cable damper 24 on the left side.₂An electronic control unit 52 is arranged above the.
[0016]
1 and 2, reference numeral 56 denotes a reservoir of a master cylinder 26 which will be described later provided in the actuator 5, and reference numeral 57 denotes a front wheel brake B from the master cylinder 26 (see FIG. 3)._FThe air bleeding bleeder joint provided at the upper end of the pipe line 27, which is connected to the rear wheel brake B from the actuator 5_RA third push-pull cable connected to the second reference numeral 58 is a fuel tank.
[0017]
Next, based on FIG.₁The structure of will be described.
[0018]
First push / pull cable 25₁The first brake lever 3_FOuter cable 29₁And the outer cable 29 connected to the actuator 5₁'Inner cable 30 in₁Is movably inserted. The first cable damper 24₁Includes a damper casing 31 formed in a cylindrical shape and coupled to the vehicle body frame, a cylindrical movable member 32 inserted into the damper casing 31 so as to be relatively movable in the axial direction, and fixed and movable in the damper casing 31. A cylindrical fixing member 33 on which the member 32 slides relatively, a sliding member 34 inserted into the damper casing 31 so as to be relatively movable in the axial direction, and a flange 34a thereof abutting on the flange 32a of the movable member 32; Two springs 35, 35 are provided between the flange 32 a of the movable member 32 and the flange 33 a of the fixed member 33.
[0019]
One outer cable 29 is attached to the flange 33a of the fixing member 33.₁The other end of the outer cable 29 is fixed to the flange 32a of the movable member 32.₁The end of ′ is fixed. Accordingly, both springs 35, 35 are connected to the outer cable 29.₁, 29₁Exhibits spring force in the direction of separating ′ from each other.
[0020]
On the one end side of the damper casing 31, a first load detection switch 38 is in contact with one end of the movable member 32 protruding from one end of the damper casing 31.₁Is fixed and the first brake lever 3_FThe brake operation input from is in a predetermined load range, that is, the first push-pull cable 25₁When the movable member 32 compresses the springs 35 and 35 to make a stroke in accordance with the traction of the first load detection switch 38 within a predetermined range of the stroke.₁Turns on.
[0021]
More specifically, the first brake lever 3_FWhen the operating force increases beyond a predetermined value, that is, the inner cable 30₁When the load pulling in the direction of arrow A increases beyond a predetermined value, both outer cables 29₁, 29₁The movable member 32 slides toward the fixed member 33 while compressing the springs 35 and 35 due to a load that attempts to bring the ′ close to each other. As a result, the movable member 32 is moved to the first load detection switch 38.₁The first load detection switch 38 is activated by₁Turn on.
[0022]
As shown in FIG. 5, the second cable damper 24₂Is the first cable damper 24₁The first cable damper 24 has basically the same configuration as the first cable damper 24.₁The same constituent elements as those shown in FIG. However, the second cable damper 24₂The only difference is that the two disc springs 36, 36 are arranged between the flange 34a of the sliding member 34 and the flange 32a of the movable member 32.₁Is different.
[0023]
Thus, the second brake lever 3_RIs the second push-pull cable 25₂Inner cable 30₂When the load that pulls the button in the direction of arrow A is within a predetermined range, the second load detection switch 38₂Turns on. The second load detection switch 38 is a disc spring 36, 36 having a small spring constant.₂Therefore, it is possible to increase the load change when the input stroke is small and relatively reduce the load loss when the cable damper is not used, which makes the brake operation feeling uncomfortable. The invalid stroke can be reduced so as not to occur.
[0024]
Next, the structure of the actuator 5 will be described with reference to FIGS.
[0025]
The actuator 5 includes a first planetary gear mechanism 6₁And the second planetary gear mechanism 6₂And an electromagnetic brake 7 as a sun gear braking means, and a motor 8 capable of rotating forward and reverse.
[0026]
The casing 9 of the actuator 5 is connected to the first case member 10 to which the motor 8 is attached, and the second case member to which the electromagnetic brake 7 is attached on the same axis as the rotation axis of the motor 8. 11. The rotating shaft 7a of the electromagnetic brake 7 and the rotating shaft 8a of the motor 8 are arranged coaxially and abut each other at their ends.
[0027]
First planetary gear mechanism 6₁Is arranged on the outer periphery of the rotating shaft 8a of the motor 8 and surrounds the outer periphery of the end of the rotating shaft 8a of the motor 8.₁And a first sun gear 17 formed at the end of the rotating shaft 8a of the motor 8.₁And the first ring gear 16₁And the first sun gear 17₁A plurality of first planetary gears 18 meshing with each other₁, 18₁... and their first planetary gears 18₁, 18₁... the first planet carrier 19 that supports each of them rotatably.₁With. Thus, when the motor 8 is driven, the first planetary gear mechanism 6₁The first sun gear 17₁Can be rotationally driven.
[0028]
Second planetary gear mechanism 6₂The second ring gear 16 surrounding the outer periphery of the end of the rotating shaft 7a of the electromagnetic brake 7₂And a second sun gear 17 formed at the end of the rotating shaft 7a of the electromagnetic brake 7.₂And the second ring gear 16₂And the second sun gear 17₂A plurality of second planetary gears 18 meshing with each other₂, 18₂... and their second planetary gear 18₂, 18₂2nd planet carrier 19 that supports each of them rotatably.₂With. Thus, the electromagnetic brake 7 is provided with the second planetary gear mechanism 6.₂The second sun gear 17₂Can be braked / stopped.
[0029]
First ring gear 16₁And the second ring gear 16₂Are the same members, and the first planetary gear 18₁, 18₁... and second planetary gear 18₂, 18₂The first planet carrier 19 is positioned in the radial direction by.₁And the second planet carrier 19₂It is sandwiched between them so as to be relatively rotatable. First and second ring gear 16₁, 16₂By using the same member, it is possible to reduce the number of parts and reduce the size of the actuator.
[0030]
In front of the rotating shaft 7a of the electromagnetic brake 7 and the rotating shaft 8a of the motor 8, the first control shaft 20 is in parallel with the rotating shafts 7a and 8a.₁And the second control shaft 20₂Is placed. First control shaft 20₁A cylindrical portion is formed at the inner end of the second control shaft 20 on the inner periphery of the cylindrical portion.₂The outer periphery of the inner end of the first control shaft 20 is fitted so as to be relatively rotatable.₁And the second control shaft 20₂Is the first and second planetary gear mechanism 6₁, 6₂Are arranged coaxially on a common axis parallel to the axis of
[0031]
As is apparent from FIGS. 7 and 9, the first control shaft 20₁Includes a first sector gear 48 as a first control member.₁Is fixed, and this first sector gear 48₁Is the first planet carrier 19₁The driven gear 49 provided integrally with the₁Is engaged. The first control shaft 20₁A piston knocker 43 for operating a master cylinder 26 to be described later is fixed.
[0032]
The master cylinder 26 is housed in the pressure chamber 41, a cylinder body 39 fixed to the casing 9 of the actuator 5, a piston 40 slidably fitted into the cylinder body 39 with the front face facing the pressure chamber 41. And a return spring 42 that exerts a spring force that urges the piston 40 rearward (right side in FIG. 9), and a pipe line 27 that leads to the pressure chamber 41 is connected to the front end of the cylinder body 39.
[0033]
The piston knocker 43 abuts on the rear end portion of the piston 40 protruding from the rear end of the cylinder body 39. First sector gear 48₁9 is in the position indicated by the solid line in FIG. 9, the cup seal 44 provided on the piston 40 is in a position to open the relief port 39 a formed in the cylinder body 39, and the first sector gear 48.₁Is slightly rotatable from the solid line position to the chain line position in the counterclockwise direction (the direction in which the piston 40 is retracted), and the rotation is restricted by contacting the stopper 10a at the chain line position. The rotation angle between the solid line position and the chain line position is set in consideration of the position of the relief port 39a and the variation in machining accuracy of each gear.₁When the piston 40 comes into contact with the stopper 10a and the piston 40 reaches the retracted end, the cup seal 44 of the piston 10 reliably opens the relief port 39a, and the cup seal 44 does not retreat greatly from the relief port 39a. .
[0034]
Thus, the first control shaft 20₁When the piston 40 is pressed by the piston knocker 43, the piston 40 operates to reduce the volume of the pressure chamber 41, and the hydraulic pressure generated in the pressure chamber 41 is applied to the front wheel brake B via the conduit 27._FWill act.
[0035]
As described above, the first control shaft 20₁And the second control shaft 20₂The first and second planetary gear mechanisms 6₁, 6₂The two control shafts 20 are arranged coaxially with each other on an axis parallel to the axis of the control shaft 20.₁, 20₂The actuator 5 can be made compact as compared with the case where each is disposed on a different axis. Moreover, the first control shaft 20₁The first sector gear 48 supported by the₁And the second control shaft 20₂The second sector gear 48 supported by the₂Between the first and second control shafts 20₁, 20₂Therefore, the master cylinder 26 can be laid out in a compact manner by effectively using the dead space in the actuator 5.
[0036]
6, 11 and 12 show the first brake lever 3_FFirst push / pull cable 25₁A first control shaft 20 extending outward from the first case member 10₁The connection part is shown. First control shaft 20₁The upper arm 62 and the lower arm 63 are welded to the collar 61 that is fitted to the outer periphery of the first control shaft 20.₁An adjustment arm 64 is fixed to the outer periphery of the bolt with a bolt 65. The first push / pull cable 25 is connected to the tip of the upper arm 62 via a cable joint 66.₁Is connected.
[0037]
An adjustment bolt 68 pivotally supported by a pin 67 at the tip of the lower arm 63 passes through a pin 69 supported by an intermediate portion of the adjustment arm 64, and an adjustment nut 70 is screwed to the tip. A coil spring 71 fitted to the outer periphery of the adjusting bolt 68 urges the pin 69 to abut on a circular arc surface 70 a formed at the lower end of the adjusting nut 70.
[0038]
Accordingly, the lower arm 63 integrated with the upper arm 62 is connected to the adjustment arm 64 via the adjustment bolt 68, and the first push / pull cable 25 is connected.₁When the upper arm 62 is rotated by the first control shaft 20 via the lower arm 63, the adjustment bolt 68 and the adjustment arm 64.₁Rotates. Then, the first control shaft 20 is rotated by rotating the adjustment nut 70 by half a turn to change the relative angle between the lower arm 63 and the adjustment arm 64.₁Can be arbitrarily finely adjusted. Thereby, the first control shaft 20₁Can be finely adjusted to the position indicated by the solid line in FIG.
[0039]
As is apparent from FIGS. 7 and 10, the second control shaft 20₂Includes a second sector gear 48 as a second control member.₂The second sector gear 48 is supported so as to be relatively rotatable.₂Is the second planet carrier 19₂The driven gear 49 provided integrally with the₂Is engaged. Second control shaft 20₂The locking portion 50a at the tip of the control arm 50 fixed to the second sector gear 48₂It fits into the long hole 48a formed in the above. These locking portions 50a and the long holes 48a constitute a lost motion mechanism. In FIG. 10, the second sector gear 48₂In order to restrict the clockwise rotation end of the second case member 11, the second sector gear 48 is attached to the second case member 11.₂A stopper 11a capable of abutting on is formed.
[0040]
6, 13 and 14 show the second brake lever 3_RSecond push / pull cable 25₂And a second control shaft 20 extending outward from the second case member 11₂The connection part is shown. Second control shaft 20₂A pair of cable joints 75 and 76 are pivotally supported via a pin 74 on an arm 73 fixed by a bolt 72. The cable joint 75 has an outer cable 29₂'And inner cable 30₂Second push / pull cable 25₂Inner cable 30₂Is connected to the cable joint 76, and the third inner cable 47 of the third push / pull cable 45 including the outer cable 46 and the inner cable 47 is connected to the cable joint 76.
[0041]
Thus, the first brake lever 3_FFront wheel brake B_F1st transmission system 4 to transmit to_FThe first cable damper 24₁1st push / pull cable 25₁The second brake lever 3 is composed of a master cylinder 26 and a pipe line 27._ROperating force of rear wheel brake B_R2nd transmission system 4 to transmit to_RThe second cable damper 24₂2nd push / pull cable 25₂And a third push / pull cable 45.
[0042]
Second control shaft 20 extending from actuator 5₂An angle sensor 51 is fixed to the outer end of the second brake lever 3 by the angle sensor 51._RThe operation stroke is detected. As shown in FIG._FThe front wheel speed sensor 54 is connected to the rear wheel W._REach is fitted with a rear wheel speed sensor 55. By the way, the on / off operation of the electromagnetic brake 7 in the actuator 5 and the rotation direction and the operation amount of the motor 8 are controlled by the electronic control unit 52. The electronic control unit 52 includes first and second operations. Load detection switch 38₁, 38₂The detection values of the angle sensor 51, the front wheel speed sensor 54, and the rear wheel speed sensor 55 are input.
[0043]
15 shows the rear wheel brake B_R2nd brake lever 3 connected to_RBy operating the front wheel brake B via the actuator 5_FAnd rear wheel brake B_RIt is a block diagram of the control system which drives Second brake lever 3_RWhen operating the rear brake B_RBrake power of front wheel brake B_FAssist with the braking force of the front wheel brake B when the wheel tends to lock_FBrake force and rear wheel brake B_RThe braking force at this time is determined by duty-controlling the rotational speed of the motor 8 provided in the actuator 5.
[0044]
This control system includes basic assist amount calculation means M1 (basic duty ratio calculation means), input speed correction means M2 (first duty ratio correction means), hold / release correction means M3 (second duty ratio correction means), vehicle speed correction. An assist duty calculating unit comprising means M4 (third duty ratio correcting means) and adjustment correcting means M5 (fourth duty ratio correcting means), slip ratio calculating means M6, and Sλ calculating means M7 (Sλ is a before / after operation described later) (Quantity distribution ratio) and an ABS duty calculation means M8, and an oscillation duty calculation means M9.
[0045]
The basic assist amount calculation means M1 of the assist duty calculation unit is the second control shaft 20 detected by the angle sensor 51.₂Rotation angle θ (that is, the second brake lever 3_RThe basic assist amount converted into the duty ratio of the motor 8 is calculated based on the operation stroke θ).
[0046]
The input speed correction means M2 is, for example, the second brake lever 3_RIn order to exert a braking force in accordance with the operation speed and obtain an appropriate brake feeling, the operation stroke θ detected by the angle sensor 51 and the time change rate dθ / of this operation stroke θ. The basic assist amount (basic duty ratio) is corrected based on dt.
[0047]
The hold / release correction means M3 is based on the operation stroke θ detected by the angle sensor 51 in order to compensate for the hysteresis of the brake pressure generated between the forward stroke and the reverse stroke of the piston 40 of the master cylinder 26. Second brake lever 3 once grasped_RThe assist amount is corrected when it is detected that is held or returned.
[0048]
The vehicle speed correction means M4 corrects the assist amount based on the vehicle speed V detected based on the output of the front wheel speed sensor 54 in order to improve the brake feeling immediately before the motorcycle V stops.
[0049]
The adjustment correction means M5 includes the second brake lever 3_RAnd rear wheel brake B_RSecond and third push / pull cable 25₂, 45 as the rear wheel brake B_RWhen the braking force of the front wheel becomes weaker, the front wheel brake B_FThe assist amount is corrected to weaken the braking force.
[0050]
The slip ratio calculation means M6 of the ABS duty calculation unit calculates the wheel slip ratio (that is, the wheel lock tendency) based on the outputs of the front wheel speed sensor 54 and the rear wheel speed sensor 55.
[0051]
The Sλ calculating means M7 calculates the front / rear operation amount distribution ratio Sλ based on the target slip ratio line shown in FIG.
[0052]
The ABS duty calculation means M8 calculates a duty ratio for driving the motor 8 based on the front / rear operation amount distribution ratio Sλ.
[0053]
Further, the vibration duty calculation means M9 calculates a pulse-like vibration duty to be superimposed on the duty command value output from the assist duty calculation unit or the duty command value output from the ABS duty calculation unit.
[0054]
The functions of the means M1 to M9 will be described in detail in the explanation section of the operation of the embodiment.
[0055]
Next, the operation of the embodiment of the present invention having the above-described configuration will be described.
[0056]
1st brake lever 3_FOr second brake lever 3_RIn the state where the brake operation input by is less than the predetermined value, the first brake lever 3 is not operated without operating the actuator 5._FOr second brake lever 3_RFront wheel brake B_FOr rear wheel brake B_RThe braking force is obtained by the first and second load detection switches 38.₁, 38₂When the switching operation is not performed, the operation of the motor 8 is stopped by the electronic control unit 52 and the electromagnetic brake 7 is in the off state, that is, the second sun gear 17.₂It is in a state that allows free rotation.
[0057]
In this state, the first brake lever 3_FWhen only the brake is operated, the first push / pull cable 25₁First control shaft 20 associated with traction₁, The hydraulic pressure is output from the master cylinder 26, and the hydraulic pressure passes through the pipe line 27 and the front brake B_FBy acting on the front wheel brake B_FThe braking force will be exhibited. At this time, the first control shaft 20₁The rotational force input to the first sector gear 48₁To driven gear 49₁After the first planet carrier 19₁Is transmitted to.
[0058]
However, the motor 8 is stopped and the first sun gear 17 is stopped.₁Is stopped and the second brake lever 3_RIs in the non-brake operation state, the second planetary gear mechanism 6₂No. 2 planetary carrier 19₂Is also stopped, so the first planet carrier 19₁Is the first planetary gear 18₁, 18₁..., first and second ring gears 16₁, 16₂And the second planetary gear 18₂, 18₂... through the second sun gear 17₂Is transmitted to the second sun gear 17.₂Will be idle. Therefore, as long as the motor 8 and the electromagnetic brake 7 do not operate, the first brake lever 3_FRear wheel brake B by operating_RWill not work.
[0059]
Further, the second brake lever 3 is operated in a state where the motor 8 and the electromagnetic brake 7 are not operated._RWhen only the brake is operated, the second transmission system 4_RRear brake B by mechanical brake operation force transmission by_RThe braking force is exerted. At this time, the second push-pull cable 25₂Tow the second control shaft 20₂Even if the motor rotates, the motor 8 is stopped and the first sun gear 17 is₁Is stopped and the first brake lever 3_FIs in the non-brake operating state, the first planetary gear mechanism 6₁No. 1 planet carrier 19₁Is also stopped, so the first and second ring gears 16₁, 16₂Is the first planetary gear 18₁, 18₁It is fixed in a non-rotatable state through. Therefore, the second planet carrier 19₂Rotation of the second planetary gear 18₂, 18₂2nd sun gear 17₂Is transmitted to the second sun gear 17.₂Will be idle. Therefore, as long as the motor 8 and the electromagnetic brake 7 do not operate, the second brake lever 3_RBy operating the front wheel brake B_FWill not work.
[0060]
1st brake lever 3_FOr second brake lever 3_RWhen the brake operation input by becomes greater than a predetermined value, the actuator 5 is operated and the front wheel brake B_FAnd rear wheel brake B_RAre interlocked and operated, and the first and second load detection switches 38 are provided.₁, 38₂Is switched, the motor 8 is operated by the electronic control unit 52, and the electromagnetic brake 7 is turned on, that is, the second sun gear 17 is turned on.₂Is braked.
[0061]
Here, the second brake lever 3_RAssuming that the brake is operated with an operating force greater than or equal to a predetermined value, as shown in FIG.₂When the motor 8 is rotationally driven in a state in which the first planetary carrier 19 is braked,₁And the second planet carrier 19₂Are rotationally driven in opposite directions to each other, and the second planet carrier 19₂And driven gear 49 integral with₂By means of the second sector gear 48₂Are driven clockwise in FIG. However, the second sector gear 48₂Since the rotation of the first planet carrier 19 is restricted by contact with the stopper 11a, the first planet carrier 19 is rotated by the reaction force.₁The first driven gear 49₁Via the first sector gear 48₁Rotates counterclockwise in FIG. As a result, the master cylinder 26 operates to generate a brake pressure, and the front wheel brake B is generated with this brake pressure._FOperates.
[0062]
At this time, the locking portion 50a of the control arm 50 is moved to the second sector gear 48.₂The second sector gear 48 accompanying the operation of the actuator 5 is loosely fitted in the long hole 48a.₂Rotation of the second brake lever 3_RThe second control axis 20 based on the operation of₂Does not affect the rotation. Thus, front wheel brake B_FAnd rear wheel brake_RDuring the interlocking operation of the second control shaft 20₂The operation of the actuator 5 is controlled based on the output of the angle sensor 51 that detects the rotation angle θ.
[0063]
This will be further described with reference to FIG. 18. The second brake lever 3_RFirst, rear wheel brake B_RIs the second push-pull cable 25₂And the third push-pull cable 45, the rear wheel W_RThe brake force rises. Second brake lever 3_RThe operating load increases and the second cable damper 24₂The second load detection switch 38₂When is turned on, the actuator 5 operates and the front wheel brake B_FOperates. As a result, the distribution of the braking force is bent along the ideal distribution line.
[0064]
At this time, the locking portion 50a of the control arm 50 and the second sector gear 48₂Assuming that there is no lost motion mechanism consisting of the long hole 48a, the rear wheel W after the actuator 5 is actuated_RThe braking force of the second brake lever 3 by the rider_RIs added to the input by the actuator 5 and the increase due to the operation of the actuator 5 (the hatched portion in FIG. 18) is added._RThe braking force of the rear wheel becomes excessive and deviates greatly from the ideal distribution line, and the rear wheel W_RThere is a possibility that the lock tendency of will increase. However, in reality, the rear wheel W_RSince the braking force of the vehicle is only input by the rider, the amount of operation of the actuator 5 is appropriately set and the front wheel W_FBy adjusting the braking force, the braking force distribution characteristic close to the ideal distribution line can be easily obtained, and the brake feeling can be improved.
[0065]
Next, the second brake lever 3_RIf you operate the front wheel brake B_FThe control of the braking force (assist amount) generated in the vehicle will be described mainly with reference to FIGS.
[0066]
In FIG. 20, the second brake lever 3_RThe second brake lever 3 by grasping_RThe operation stroke of the second cable damper 24 increases.₂The second load detection switch 38₂When is turned on, the motor 8 and the electromagnetic brake 7 of the actuator 5 are operated to start assist control. The basic assist amount f (θ) for controlling the rotational speed of the motor 8 at this time is the second control shaft 20 as shown in FIG.₂Rotation angle θ (that is, the second brake lever 3_RAs a function of the operation stroke θ), the operation stroke θ is set to increase as the operation stroke θ increases.
[0067]
Incidentally, when the actuator 5 drives the piston 40 of the master cylinder 26 forward, a predetermined reaction force acts until the cup seal 44 passes through the relief port 39a and brake pressure is generated. Load detection switch 38₂The assist amount that rises at the same time as is turned on is a component for absorbing the reaction force.
[0068]
Thus, the basic assist amount calculation means M1 calculates the basic assist amount f (θ) corresponding to the operation stroke θ, and the motor 8 of the actuator 5 is subjected to open loop control based on the basic assist amount f (θ). , Second brake lever 3_RThe brake pressure can be generated according to the operating stroke θ, and a high linearity brake feeling can be easily obtained. In addition, the open loop control simplifies the control system and reduces the number of detection means, thereby reducing costs. Can contribute.
[0069]
In FIG. 20, the second load detection switch 38₂In the input speed correction range (region (A) in FIG. 20) until the operation stroke θ reaches a predetermined value after turning on, the input speed correction means M2 is based on the time differential value dθ / dt of the operation stroke θ. The assist amount f (θ) is corrected. As shown in FIG. 22, the assist correction amount by the input speed correction means M2 is calculated from KDVSTRK × dθ / dt or KDVSTRK × (dθ / dt) from the constant KDVSTRK and the time differential value dθ / dt of the operation stroke θ.²Determined by.
[0070]
Second brake lever 3_RAt the start of operation of the second brake lever 3_RIn general, the time differential value dθ / dt of the operation stroke θ increases, and the assist correction amount KDVSTRK × dθ / dt is added to the basic assist amount f (θ) in the input speed correction range. The total assist amount has increased. As a result, the second brake lever 3_RFront wheel brake B when is_FIt is possible to improve the brake feeling by correcting the assisting force by increasing in the increasing direction and increasing the braking force at the initial stage of braking. It should be noted that the input speed correction is stopped after the operation stroke θ increases and leaves the area (A), so that excessive assist force is applied in a region where the operation stroke θ is large (region where the assist force is large). Can be avoided.
[0071]
In FIG. 20, in the region (B) where the operation stroke θ shifts from increasing to holding and decreasing, the hold / release correction means M3 corrects the assist amount to compensate for the hysteresis of the master cylinder 26. That is, when the piston 40 of the master cylinder 26 moves forward to increase the brake pressure, and shifts from the state in which the piston 40 stops and retracts to reduce the brake pressure, the backlash and cup seal 44 of each part of the master cylinder 26. Due to the deformation of the elastic member, etc., the brake pressure does not decrease immediately following the backward movement of the piston 40, but decreases with a slight time delay. Therefore, hysteresis of the brake pressure is generated when the piston 40 of the master cylinder 26 moves forward and backward, and it is necessary to compensate for the hysteresis in order to give the brake feeling linearity.
[0072]
In FIG. 23 (B), when the operation stroke θ changes as indicated by the line -O-O-, if the change amount of the operation stroke θ per unit time is Δθ, the change amount Δθ is added four times in succession. The moving average ΣΔθ is indicated by the line −Δ−Δ−. When the moving average ΣΔθ takes a positive value, it is determined that the operation stroke θ is in an increasing state, and the hold / release flag shown in FIG. 23C is set to “0”. It is determined that θ is in a decreasing state, and the hold / release flag is set to “1”.
[0073]
As shown in FIG. 23A, the assist amount when the operation stroke θ is increased (shown by a broken line) and the assist amount when the operation stroke θ is decreased (shown by a chain line) are matched with the hysteresis characteristics of the master cylinder 26 in advance. Set it. Second brake lever 3_RWhen the operation stroke θ increases with this operation, the hold / release flag is “0”, and therefore the assist amount coincides with the assist amount when the operation stroke θ increases as indicated by the broken line. Eventually the second brake lever 3_FWhen the hold / release flag changes to “1” by holding or returning, the assist amount is changed from the assist amount indicated by the broken line to the assist amount indicated by the chain line in order to compensate for the hysteresis. At this time, in order to prevent a sudden change in the assist amount, the assist amount is decreased at a preset change rate α in the region (D).
[0074]
The second brake lever 3_FWhen the hold / release flag changes to “0” by grasping again, the assist amount is changed from the assist amount indicated by the chain line to the assist amount indicated by the broken line. At this time, in order to prevent a sudden change in the assist amount, the assist amount is increased at a change rate β set in advance in the region (E). The absolute value | β | of the change rate when the operation stroke θ increases is set to be larger than the absolute value | α | of the change rate when the operation stroke θ decreases.
[0075]
Thus, the assist correction amount by the hold / release correction means M3 is given by OFFCBS.
[0076]
In FIG. 20, the vehicle speed correction means M4 decreases the assist amount in a region (C) where the vehicle speed V decreases and immediately before stopping. That is, as shown in FIG. 24, when the vehicle speed V reaches the assist gradually decreasing vehicle speed, the assist amount is decreased, and when the vehicle speed V reaches the assist cut vehicle speed, the assist amount becomes zero. As a result, the braking force immediately before the stop can be reduced to enable a smooth stop. Moreover, the second load detection switch 38₂Since the assist amount becomes 0 before the actuator 5 is turned off and the operation of the actuator 5 stops, the second load detection switch 38₂When the actuator is turned off, the second brake lever 3 is moved along with the operation of the actuator 5 being stopped._RThe reaction force transmitted to can be relaxed, and the lever feeling can be improved.
[0077]
By the way, the second brake lever 3_RAnd rear wheel brake B_R2nd push / pull cable 25₂And the third push / pull cable 45 is the rear wheel brake B_RThe brake shoes tend to loosen gradually due to wear of the brake shoes. These second and third push / pull cables 25₂, 45 as the rear wheel brake B_RThe braking force of the rear wheel brake B_RFront wheel brake B that is actuated by actuator 5 in conjunction with_FSince the braking force of the rider does not decrease, the rider is required to use the second and third push / pull cable 25.₂, 45 is a problem that is difficult to notice. The front brake B_FWhen the braking force of the second suddenly decreases, the second and third push-pull cable 25₂, 45 loosening, rear wheel brake B_RWhen the braking force of the vehicle is reduced, the total braking force before and after the failure changes suddenly, causing a problem for the rider.
[0078]
Therefore, the second and third push / pull cables 25₂45, the adjustment correction means M5 reduces the assist amount in accordance with the increase in the loose amount as shown in FIG. 25 and stops the assist when the loose amount increases to a predetermined value. Problem is solved. The amount of looseness to stop the assist is the second and third push / pull cable 25.₂, 45 is set to be smaller than the amount of looseness that activates the indicator that detects the looseness and issues an alarm. As a result, the second and third push-pull cables 25 are activated prior to the operation of the indicator.₂45 can be warned.
[0079]
The second and third push / pull cables 25₂45 is caused by the second load detection switch 38.₂The second control shaft 20 when is turned on₂Can be detected based on the deviation of the rotation angle θ (that is, the operation stroke θ). To explain this further, the second and third push-pull cables 25₂, 45 are in a normal state without loosening, the second load detection switch 38₂The rotation angle θ when₀Then, the second and third push / pull cables 25₂, 45 is loosened, the second load detection switch 38₂Is turned on when θ is turned on.₀Different from θ₁It becomes. Therefore, the deviation θ₁−θ₀Is calculated as the second and third push / pull cable 25.₂, 45 can be accommodated.
[0080]
In summary, the duty ratio Duty for driving the motor 8 of the actuator 5 is given by the following equation.
[0081]

In equation (1), the basic assist amount f (θ) calculated based on FIG. 21 and the assist correction amount KDVSTRK × (dθ / dt) calculated based on FIG. 22 are added, and the gain CBSSTR is added to the sum. The assist amount CBSORG is calculated by multiplication.
[0082]
In equation (2), the assist amount CBSORG is multiplied by an assist correction coefficient KCBAFFDJ calculated based on FIG. 25, and a hold / release correction amount (see FIG. 23) is added to or subtracted from the product, and the duty ratio is added thereto. The final duty ratio Duty is calculated by multiplying by a coefficient KCBS for setting 0 to 100%.
[0083]
Next, a case where antilock brake control is performed will be described.
[0084]
The graph of FIG. 26 shows the front wheel slip ratio λ on the horizontal axis._FAnd the vertical axis indicates the rear wheel slip ratio λ_RA target slip ratio line L indicated by a thick solid line is set on the orthogonal coordinates taken, and the brake boosting region A is set on the inner side (origin side) of the target slip ratio line L.₁Is set, and the brake reduction area A is₂Is set.
[0085]
The slip ratio calculating means M6 is configured to detect the front wheel speed V detected by the front wheel speed sensor 54._FAnd the rear wheel speed V detected by the rear wheel speed sensor 55._RTo front wheel slip ratio λ_FAnd rear wheel slip ratio λ_RWhich calculate the front wheel speed V which is the non-drive wheel speed._FEstimated vehicle speed V estimated from_FFor example, it is calculated as follows using ′.
[0086]
Front wheel slip ratio λ_F= (V_F'-V_F) / V_F′… (3)
Rear wheel slip ratio λ_R= (V_F'-V_R) / V_F′… (4)
Front wheel slip ratio λ calculated based on the above formula_FAnd rear wheel slip ratio λ_RIs the brake reduction region A outside the target slip ratio line on the orthogonal coordinates of FIG.₂If the vehicle is in the front wheel brake B, it is assumed that the slip state of the wheel is large and the actuator 5 is operated._FAnd rear wheel brake B_RBy reducing the braking force of both, the slip state of the wheel is moved onto the target slip ratio line L. The front wheel slip ratio λ_FAnd rear wheel slip ratio λ_RIs the brake boost region A inside the target slip ratio line L₁If the vehicle is in the front wheel brake B, the actuator 5 is operated by assuming that the wheel slip state is small._FAnd rear wheel brake B_RBy increasing the braking force of both, the slip state of the wheel is moved onto the target slip ratio line L.
[0087]
Specifically, the electronic control unit 52 turns on the electromagnetic brake 7 and operates the motor 8 in the direction opposite to that in the interlock operation. Then, as shown in FIG. 17, the first planet carrier 19₁And the second planet carrier 19₂Are rotated in the opposite directions to each other and in the opposite direction to the aforementioned interlocking operation, and the first sector gear 48 is driven.₁In the clockwise direction of FIG. 17 and the second sector gear 48₂Is driven counterclockwise. At this time, the first sector gear 48₁Rotation of the first control shaft 20 directly₁To the first control shaft 20₁Front wheel W_FThe second sector gear 48 is rotated in the direction of weakening the braking force of the second sector gear 48.₂The second control shaft 20 is rotated by the locking portion 50a of the control arm 50 coming into contact with the end of the long hole 48a.₂To the second control shaft 20₂Rear wheel W_RRotate in a direction that weakens the brake force. Further, when the electromagnetic brake 7 is turned on and the motor 8 is rotated in the direction opposite to the above-described reduction, the first control shaft 20₁And the second control shaft 20₂Is the front wheel W_FAnd rear wheel W_RRotate in the direction to increase the braking force.
[0088]
Thus, by repeatedly turning the actuator 5 on and off in accordance with the slip ratio of the wheel, it is possible to perform anti-lock brake control that effectively avoids locking of the wheel.
[0089]
Moreover, the first and second transmission systems 4_F, 4_RIn FIG. 3, the actuator 5 and the first and second brake levers 3_F, 3_RBetween the first and second cable dampers 24₁, 24₂Are connected to each other, and when the braking force is re-enhanced in the anti-lock brake control, the cable dampers 24 are set by disabling the motor 8.₁, 24₂It is possible to use the repulsive force stored in the first brake lever 3 during execution of the antilock brake control._FOr second brake lever 3_RThus, it is possible to avoid a direct action of the force from the actuator 5 side and to obtain a good operation feeling.
[0090]
By the way, the actuator 5 of the present embodiment includes a first sector gear 48 connected to the master cylinder 26.₁The following effects can be obtained by providing the stopper 10a (see FIG. 9) that restricts the rotation range of the lens.
[0091]
In FIG. 19, for example, the front wheel W_FWhen the vehicle speed decreases below the vehicle body speed by exceeding a predetermined value, the anti-lock brake control is started.₁The rotation angle of the wheel decreases in the direction of releasing the braking force, and accordingly the front wheel W_FThe braking force of the engine is also reduced. First sector gear 48₁As the rotation angle decreases, the piston 40 of the master cylinder 26 retreats following the piston knocker 43, and immediately after the cup seal 44 opens the relief port 39a in FIG.₁Comes into contact with the stopper 10a and its rotation is restricted.
[0092]
At this time, assuming that the stopper 10a does not exist, the first sector gear 48 is shown in FIG.₁Further rotates and the first brake lever 3_FAs a result, the lever reaction force increases greatly, and the lever feeling is lowered. Moreover, the first sector gear 48 is operated by operating the actuator 5.₁Is rotated in the direction in which the braking force increases, the cup seal 44 of the piston 40 closes the relief port 39a, the timing at which the brake pressure is generated in the pressure chamber 41 is delayed, and the responsiveness is lowered.
[0093]
However, as in the present embodiment, the first sector gear 48 in the direction of retracting the piston 40 is used.₁By restricting the rotation of the first sector gear 48 with the operation of the actuator 5 in order to increase the braking force again by restricting the rotation of the first sector gear 48.₁When is driven, the piston 40 is rapidly advanced to generate a brake pressure, and a decrease in responsiveness can be avoided.
[0094]
Incidentally, the target slip ratio line L is a downward-sloping line set in the first quadrant of orthogonal coordinates in this embodiment, and on this line, λ_R= -Aλ_F+ B (a> 0, b> 0) is established. That is, on the target slip ratio line L, the front wheel slip ratio λ_FIncreases the rear wheel slip ratio λ_RDecreases and the front wheel slip ratio λ_FDecreases, the rear wheel slip ratio λ_RThe front wheel W_FAnd rear wheel W_RThe total slip ratio is kept constant.
[0095]
Front wheel slip ratio λ_FAnd rear wheel slip ratio λ_RWhen these are out of the target slip ratio line L, both the slip ratios λ_F, Λ_RCan be quickly converged to the target value by changing in a direction orthogonal to the target slip ratio line L. Therefore, a vector orthogonal to the target slip ratio line L is considered, and the value of tan α, which is the gradient of this vector, is defined as the front / rear operation amount distribution ratio Sλ. λ_RThe front / rear operation amount distribution ratio Sλ calculated by the calculation means M7 is the front wheel slip ratio λ._FThe rear wheel slip ratio λ_ROf the change amount of the motor 8 and the first control shaft 20.₁The motor 8 and the second control shaft 20 with respect to the gear ratio of the power transmission system between them₂It is approximated by the ratio of the gear ratio of the power transmission system.
[0096]
Thus, the ABS duty calculating means M8 calculates the duty ratio Duty for driving the motor 8 of the actuator 5 during the ABS control based on the following equation.
[0097]
Duty = Sλ × K_ABS× off_ABS              ... (5)
Where K_ABSIs the gain constant, off_ABSIs an offset constant.
[0098]
In this way, the duty ratio Duty for driving the motor 8 of the actuator 5 during the ABS control is determined by the front wheel slip ratio λ._FRear wheel slip ratio λ_RThe front wheel slip ratio λ is determined based on the front / rear operation amount distribution ratio Sλ corresponding to the change amount ratio of_FAnd rear wheel slip ratio λ_RBoth slip ratios λ when they deviate from the target slip ratio line L._F, Λ_RCan be quickly converged to the target value.
[0099]
Subsequently, as shown in FIG. 27, the vibration duty calculating means M9 superimposes a pulse duty of a predetermined period on the duty command value output from the assist duty calculating unit or the ABS duty calculating unit. First to second control shafts 20 from the motor 8₁, 20₂Since there are frictional forces and backlash in the power transmission system up to or the contact portion between the piston 40 and the piston knocker 43 of the master cylinder 26, the first and second controls are particularly effective when the duty command value changes slowly. Shaft 20₁, 20₂Or the piston 40 of the master cylinder 26 may be jerky.
[0100]
However, by superimposing a pulse duty of a predetermined period on the duty command value, the rotational speed of the motor 8 is instantaneously increased / decreased at predetermined time intervals, and the friction coefficient of each sliding portion is always maintained at the dynamic friction coefficient. 1. Second control shaft 20₁, 20₂In addition, the piston 40 of the master cylinder 26 can be operated smoothly. As a result, the front wheel W_FAnd rear wheel W_RIt is possible to precisely control the braking force. The pulse duty is output for a very short time, and is added to and subtracted from the duty command value alternately._FAnd rear wheel W_RThere is no substantial influence on the magnitude of the braking force.
[0101]
As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.
[0102]
【The invention's effect】
As described above, according to the invention described in claim 1,The operating force of the brake operating member can be mechanically transmitted to the mechanical brake via a transmission system between the brake operating member and the mechanical brake.
In addition, an actuator is operated based on the operation of the brake operation member, and a hydraulic brake independent of the mechanical brake is operated by a master cylinder driven by the actuator, so that the braking force of the mechanical brake is increased. Can be assisted with the braking force ofBased on the operation stroke of the brake operating member detected by the operation stroke detecting means, the basic duty ratio calculating means calculates a basic duty ratio for driving the actuator, and the open loop control means determines the actuator based on the basic duty ratio. Because open loop control is performed, it is possible not only to generate brake pressure according to the operation stroke of the brake operation member and easily obtain a brake feeling with high linearity, but also to simplify the control system and the number of detection means by open loop control This can contribute to cost reduction.
[0103]
According to the second aspect of the present invention, the first duty ratio correction means of the open loop control means corrects the basic duty ratio based on the time change rate of the operation stroke, so that it corresponds to the operation speed of the brake operation member. By changing the magnitude of the braking force, a preferable brake feeling can be obtained.
[0104]
According to the third aspect of the present invention, the second duty ratio correcting means of the open loop control means corrects the basic duty ratio so as to compensate for the hysteresis of the output brake pressure of the master cylinder. A difference in braking force generated between when the stroke increases and when the stroke decreases can be reduced, and a brake feeling with higher linearity can be obtained.
[0105]
According to the invention described in claim 4, since the third duty factor correction means of the open loop control means corrects the basic duty ratio at a low vehicle speed immediately before the vehicle stops, the braking force immediately before the stop is weakened. A smooth stop can be made possible.
[0106]
According to the invention described in claim 5, since the fourth duty factor correction means of the open loop control means corrects the basic duty ratio according to the amount of looseness of the cable, the mechanical type accompanying the increase of the amount of looseness of the cable. The braking force of the hydraulic brake can be reduced according to the reduction of the braking force of the brake. Thereby, the rider can be made to recognize the increase in the amount of looseness of the cable.
[Brief description of the drawings]
FIG. 1 is an overall side view of a motorcycle.
FIG. 2 is a view taken in the direction of the arrow 2 in FIG.
FIG. 3 is a block diagram of a brake device.
FIG. 4 is a longitudinal sectional view of the first cable damper.
FIG. 5 is a longitudinal sectional view of a second cable damper.
6 is a right side view of the actuator (seen in the direction of arrow 6 in FIG. 7).
7 is a cross-sectional view taken along line 7-7 in FIG.
8 is a left side view of the actuator (viewed in the direction of arrow 8 in FIG. 7).
9 is a cross-sectional view taken along line 9-9 in FIG.
10 is a sectional view taken along line 10-10 in FIG. 7;
11 is a cross-sectional view taken along line 11-11 in FIG.
12 is a sectional view taken along line 12-12 of FIG. 6;
13 is a cross-sectional view taken along line 13-13 in FIG.
14 is a cross-sectional view taken along line 14-14 of FIG.
FIG. 15 is a block diagram of a brake control system.
FIG. 16 is a diagram illustrating the operation of the interlock brake
FIG. 17 is an explanatory diagram of the operation of the anti-lock brake.
FIG. 18 is a graph illustrating the operation of the interlock brake
FIG. 19 is a time chart for explaining the operation of the anti-lock brake.
FIG. 20 is a time chart for explaining the operation of the interlocking brake.
FIG. 21 is a graph illustrating the operation of basic assist amount calculation means
FIG. 22 is a graph illustrating the operation of input speed correction means
FIG. 23 is a graph for explaining the operation of the hold / release correction means;
FIG. 24 is a graph illustrating the operation of vehicle speed correction means
FIG. 25 is a graph for explaining the operation of the adjustment correction means.
FIG. 26 is a diagram showing a target slip ratio line
FIG. 27 is a diagram showing a duty command value on which a pulse-like duty is superimposed.
[Explanation of symbols]
3_R        Second brake lever (brake operating member)
5 Actuator
25₂      Second push-pull cable (cable)
26 Master cylinder
45 Third push-pull cable (cable)
51 Angle sensor (operation stroke detection means)
52 Electronic control unit (open loop control means)
B_F        Front wheel brake (hydraulic brake)
B_R        Rear wheel brake (mechanical brake)
M1 basic assist amount calculation means (basic duty factor calculation means)
M2 input speed correction means (first duty factor correction means)
M3 hold / release correction means (second duty factor correction means)
M4 vehicle speed correction means (third duty factor correction means)
M5 adjustment correction means (fourth duty factor correction means)

Claims (5)

A brake operating member (3 _R) and a mechanical brake (B _R), said brake operating member (3 _R) of the operating force the mechanical brake (B _R) to mechanically transmissible transmission system (4 _R ), The actuator (5) is operated based on the operation of the brake operating member (3 _R ), and the mechanical cylinder (B ) is driven by the master cylinder (26) driven by the actuator (5). _R ) a brake device of a vehicle for operating a hydraulic brake (B _F ) independent of
Operating stroke detecting means for detecting an operation stroke of the brake operating member (3 _R) and (51),
A basic duty ratio calculating means for calculating the basic duty ratio (M1) for driving said actuator (5) based on an output of the operating stroke detecting means (51), the basic duty ratio calculation means (M1 ) based on the output of the have a open-loop control means (52) for open-loop control the actuator (5),
A brake device for a vehicle, wherein the brake force of the mechanical brake (B _R ) can be assisted by the brake force of the hydraulic brake (B _F ) when the brake operation member (3 _R ) is operated. Brake pressure control device. The vehicle according to claim 1, wherein the open loop control means (52) includes first duty ratio correction means (M2) for correcting the basic duty ratio based on a time change rate of the operation stroke. Brake pressure control device in the brake device of the present invention. The open loop control means (52) is a second duty for correcting the basic duty ratio so as to compensate for the hysteresis of the output brake pressure of the master cylinder (26) that occurs between the increase and decrease of the operation stroke. The brake pressure control device for a brake device for a vehicle according to claim 1, further comprising rate correction means (M3). The vehicle according to claim 1, wherein the open loop control means (52) comprises third duty ratio correction means (M4) for correcting the basic duty ratio at a low vehicle speed immediately before the vehicle stops. Brake pressure control device in the brake device of the present invention. The brake operation member (3 _R ) is connected to the actuator (5) and the mechanical brake (B _R ) via cables (25 ₂ , 45), and the open loop control means (52) is connected to the cable (25 _2. The brake pressure control device in a brake device for a vehicle according to claim 1, further comprising a fourth duty factor correction means (M 5) for correcting the basic duty factor according to the looseness of ₂ , 45).

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